Railway-grader.



0.; C. MANN.

RAILWAY GRADER.

APPLICATION FILED APR.

Patented June 23, 1914.

13 SHBETS--SHEET l.

O. 0. MANN,

RAILWAY GRADE-R.

APPLICATION FILED APR.6,1910

Patented June 23, 19%

13 Sfll llTs sHEl-ll' 3.

l). C. MANN.

RAlLWAY HEADER.

APPLM'IATIUN FILED AFR C, H110 1,101 ,O30 Patented June 23, 1914.

13 SHEETS SHEET 4.

0. G. MANN. RAILWAY GRADER. APPLIGATION mum APR/6, 1910 Patented June 23, 1914 13 SHBETS-SHEBT 5.

Orvz'ZZe CZ Jfemn,

U. C. MANN.

RAILWAY GEADER) APPLICATION 11m APRJL Patented June 1914;

13 SHEETS SHEET 1 O. 0. MANN. RAILWAY GRADER. APPLIOATION TILED APRJi', 1910 Patented June 23, 1914.

13 SEEETS 'SHBET 7.

APHAGIUIION TEL-ED A936. 1910 0. U. MANN= MILWAY GRADEP.

Pamnted Jam 23, 391%.

U. C MANN. RAILWAY GRADEH.

AYPl-XCAl'lON IKLED APILG. 191 0 1,101 ,0 80. Patented June 23,1914.

13 SHEETS SHEET 13.

ORFILLE C. IYiANN, OF OAK PARK, ILLINOIS.

RAILWAY- GRAD ER.

Specification of Letters Yatent.

Patented June 1914..

Application filed April 6, 1910. Serial No. 553,792. I

and sides 0 embankments and sides of cuts.

. It consists in the elements and features of construction shown and described as indicated in the claims.

In the drawings: Figure 1 is a side eleva. tion of the forward portion of a car structure equipped with this invention, showing the earth-deflecting devices in position out of service. Fig. 2 is a similar view' showing the distributing devices in operative position. Fig. 3 is a plan view of the part shown in Figs. 1 and 2 in substantially the position in which they appear in Fig. 2, the bed of the 'car being broken away in parts to show portions of the structure underneath the same. Fig. 4 is a section at the line 44 on Fig. 3. Fig. 5 is a section at the line 5-5 on Fig. 2. Fig. 6 is a section at the line 6-6 on Fig. 2. Fig. 7 is a section at the line 7-70n Fig. 5. Fig. 8 is a. detail side elevation of a part of one of the wings showing a plow attaching device thereon. Fig. 9 is a plan view of the structure shown in Fig. 8. Fig-1O is a detail side elevation of the plow and its attachment. Fig, 11 is a detail section at the line l1--l1 on Fig. 10. Fig. 12 is a perspective view of the adjustable-member of a post provided for carrying the pivot of the deflector to the car. Fig 13 is a detail side elevation of the flector having a. supplemental member for bank-shaping attached thereto. Fig. 14 is a plan view of the structure shown in Fig. 13. Fig. 15 is a side elevation of a portion of the car having the main deflector as shown in Figs. 1, 2 and 3, and having a bank shaper attached thereto. Fig. 16 is plan view of-the rear end portion of the car and deflecting devices thereon at one side for shaping embankment, said devices being shown at operative position. Fig. 17 is a side elevation of the structure shown in Fig. 16. .Fig. 18 is a side elevation of the same -with the hank-shaping devices out of operative position. Fig. 19 is a plan view of the rear end portion of the car, having, similar deflecting devices at the other side from those shown in Figs. 16, 17 and 18,with appurtenances especially. adapted and adjusted for shaping the side of a cut or embankment alongside the track and higher than the same, said devices being shown in operative position. Fig. 20 is a side eleva tion of the structure shown .in Fig. 19 at the same position. Fig. 21 is a section" at the line 21-21 on Fig. 16. Fig. 22 is a detail side elevation of a portion of the deflecting and bank-shaping device shown in Fig. 17, having the supplemental bank'shaping device secured out of operative position with respect to the deflector. Fig. 23 is a detail section at the line AB-23 on Fig. 16. Fig. 2 is a perspective view of the pivot block and pivot therein, shown in Fig. 23. Fig. is a detail view at the line on Fig. 22. Fig. 26 is a detail section at theline 2G-26 on Fig.

The structure shown in the drawings con sists of flat car X, on which are mounted deflectors and earth-distributing and bank'- shaping devices or performing the various parts of the work of earth-distributing, pertaining to grading and shaping the road bed of railways. These devices comprise the follo\ving,wvhich will he described in .theil order: First; Main deflectors or distributors in the nature of Spreaders or gatherers which are hinged at their forward ends to the forward part of the car and constructed for swingiiig outward divergently from the car to engage, distrihute and level material which may be positioned Talon. the sides of the track; these devices are adapted to 0p crate either for gathering inward or spreadingv outward, according to the direction of travel ()1. the car; hut in general since the greater use is for distributing outward, the end of the car which moves forward for that purpose, is commonly referred to in this specification as the iront end of the car. Second. Deflectors which are positioned under the forward part of the ear for spreading out and aiso. for gathering inward material from between orto be deposited between the rails. Third. Attachments for mounting plows on the main deflectors and plows adapted for being so mounted to plow or loosen up the earth at the side of the track and for cleaning out and shaping the drain ditch at the sidel Fourth. Devices preferably mounted at opposite sides of the rear end or end opposite that under which the interior spreading and the gathering devices are mounted, particularly designed for shaping and trimming up an embankment of an upraised road bed, and'for trimming the sides of a cut or side of an embankment extending alongside and higher than the track.

All these devices may be employed on the same piece of work sometimes in conjunction and sometimes successively, one part preparing the way for another to follow it.

In addition to the working devices above described, the car contains the operating apparatus for manipulating the different devices in adjusting them to the various positions suitable for the various parts of the work and to the difi'erent character of the performance required by different situations. 1

The main deflectors and their operating and controlling connections will be first described. The drawings are made to show only these devices atZ'one side of the but it may be understood that the car is similarly equipped on both Sides and that t vices applied similarly on theother Si n t shown. Each of these deflectors comprises a main wing, 1, whose operating position for distributing material along the track, is extended at 'an angle of about 30 or 40 back obliquely outward from the trackwith the lower and 'inner edge about level with the ties. or slightly higher or lower; according to the cm .ditions, and extending thence outward usu ly with a slight downward slope, or as ay. be desired, the lower edge being shaped to any desired contour of the road bed, being shown straight in the drawings. The deflector comprises, in addition to this main wing, a heel member, 2, which requires greater height than is necessary for the wing. 1. because its function is to attack a pile or ridge of sand or gravel, which may extend along the track, having been dumped usually from cars on the track, and therefore near thereto, which pile or ridge becomes lower as it is spread outward into the path of the main wing. The heel member,

' 2, laps in front of the main wing, 1, so that it delivers the material which it engages, outward in front of the main wing, and also so that it is itself propelled by the engagement behind it of the main wing.

The entire deflector comprising the parts, 1 and 2, must be connected so as to fold up close to the car for passing through narrow cuts and bridges, and for being carried compactly when out of service. lVhen thus folded up all parts must come within a prcscribed vertical compass for passing under viaducts, tunnels, etc, these requirements involving both swinging the members of the deflector inward, and also moving them upward; and inasmuch as the heel member, 2, is higherthat is greater in vertical dimens1on,--than the main wing, it will be evident that if the pivotal point for upward swinging of the entire deflector, comprising both these members, were to be fixed at the forward inner edge or end of the heel member it would have to be at the extreme upper forward corner of that member, since otherwise the upward swinging could not be concurrent with the inward swinging, because any portion of the heel member above the pivot'would swing inward and downwardin the upward movement of the holding device, and would therefore have to be low enough to pass under the car, which would make it too low for efficiency. this reason the heel member is preferably mounted for swinging horizontally only, its up-and-down movement being a sliding mox'ement and the main wing is pivoted for. both its movements at a point in its width and in the height of the car such that the upper forward corner is readily accommodated in the short dis tance to which the pivot is offset from the side of the car. Since for different situations it is desirable to ad ust the entire device for operating at di erent heights, the pivot of the main wing is mounted forvertical adjustment with respect to the car, and the main wing and heel member are further connected so that the heel member is raised and lowered by the raising and lowering of the pivotal support of the main wing. For these various purposes the construction shown, comprises, what may be called a hol For i low post, mounted on the side of the car,

comprising two channel bars, 3, 3, mounted with their channels facing each other, so as lower end, the pivot fitting, 5, for the main wing, 1, is secured; For adjusting and securing the post member, 4, at different heights with respect to the car, and in the hollow post, 3, 3, there is provided a spring latch, 6, fastened onto the side of the hollow post, and adapted to engage any one of the holes, 4', in the post member, 4, said latch reaching said holes through a hole, 3, in the web of the rear member of the channel bar post, 3, 3. For raising and lowering the post member, 4, it is connected to the end of a cable, 7, which passes over an elevated guide pulley, 8, on the channel bar post,

3, and thence down around a pulley, 9,,

mounted upon the upper end of the stem of a piston, 10, operating in cylinder, 11, the

- said upper edge, and its inner end projectcable passing from said pulley to a point of fastening on the frame structure of the car. The posts, 3, are provided with a scale, 3*, graduated in inches and an index finger, 4", is attached to the post, 4,, for reading the height of adjustmentof the adjustable post.

Compressed airor other motive fluid is supplied to the cylinder, 11, for operating the piston therein to retract downward the pulley, 9, to lift the postjmernber, 4:. The latch, 6, is connected to anoperating cord, 13, extending to a point where it may be manipulated by the operator to withdraw the latch when a motive fluid is admitted to the cylinder, 11. The heel member, 2, is. mounted on a'vertical pivot rod, 14, secured to .and-ofisct from the forward side of the hollow channel bar post, 3, 3, said heel member having two bearing lugs, 15, 15, by which it is pivoted on said vertical pivot rod, the said bearing lugs being of ,ch nearer together than the length of the rod, so that saidheel member can slideverticallyon a rod for a considerable distance sufficient to accommodate all desirable cnanges of elevation of the heel member, bothin its operation and in the movements involved in folding the'device up out of service. 'As stated, the heel member laps outside theforward end of the main wing, 1. It is connected to said main wing for partaking of the inward and outward swinging movement of the main wing, and for raising and. lowering in the upward movement of the main wing hereinafter described, and also in its vertical adjustment by means of the cable as above described, by an abutment, 16, projecting from the upper rear-corner of the heel member overhanging the upper edge of l the wing, having a roller for riding upon mg down behind the edge of the wing. By

this construction, it will be observed that the heel member, at the position of the device out of service, as shown fin Fig. 1, is elevated so as to clear the track by a cousiderable distance, and that as by the outward and downward swinging of the wing, 1, the. forward end of said heel member is swung inward, it is also lowered so as to permit that end to swing in under the car and stand, if desired, close to the rail at the working position of the device. This forward portion of the heel member, which is to extend under the car, is reduced in height,

seen clearly in Fig. 1, audit is also pref:

' erably provided with an angle recess, 2, at. the'lmver forward corner for overhanging 'ihe mu, to clean the rails'oii top as well as the outer side. 7

- On the. forward side of'tbe post, 3, there is pivoted adcpending latch bar, 90, which, has at its lower end an ut'wardly ofl'sc't finger, 90", (see Fig. 26) extending past the pivot rod, 14, behind the same in position to engage above the eye, 15, at the lowest L ordinary working position of the wing, 1, and heel member, 2, for locking said parts down at said working position. A spring, 90", attached to the latch bar reacting against the post, 3, holds the latch finger forward against the pivot rod,that is, in its operative position. For releasing the latch bar when the latch, 6, is disengaged, a' link, 91, is connected to the latch, (3, by its angular bent end, 91', extends past the post,

3, and has a finger, 91, jutting outward at v the forward side of said latch bar, 90, in

position to engage the latter and pull it back from the pivot rod, 14, and from. above the eye, 15, when the latch, 6, is disengaged.

For holding the heel member, 2, up at a position somewhat higher than it is n0rmally lifted b the action offolding-up the wing, 1, out o operative positiomas is sometimes-desirable, a chain, 2", is attached to the post, having a book, 2, at its lower end for engaging an eye, 2, at the upper end of the wing. I v

For permitting'tbe movement of the main wing, 1, so that it-will swing outward and be positioned close alongside the car when swun'g upward out of service, and for causing said wing to be-substantially vertical at all operative positions it: is necessarily pivoted so as to swing oth vertically, and

horizontally, and for that purpose'thev pivotal support, 5, is made in the form of a. T, whose stem, 5, is journaled in the sliding post member, 4, horizontally and transversely to the length of the car or direction of the track, the wing being pivoted on the vertical cross member of the T for its horizon'ca'l swinging. In order to" definitely mount and secure the pivot 5, in the post member, 4, the stem, 5", of t 'e,.piv0t is pro vided with an annular groove, 5", and a key pocket is formed inthe posttransverse to the caring of the stem, 5, therein, in position so that a key,-5, inserted in said pocket engages the groove, '5", and thereby retains the pivot in the post free to turn' about the stem. For controlling the swinging movement of the Wing, as described, its connection to thecar comprises,,besides the forward pivotal connection above described, links which are thereof; and inorder thatwith such connection to the-wing theymay permit the wing to maintain its position in a vertical plane for the entire path of the swinging movement, the, links are also similarly spread at thei-rqends, pivoted toythe car.

For merely controlling thc movement of the wing described, two l1nks,rpo sitioned re niotely from the rearward, pivot would lines extend past said pivot.

s fl and any two of the links shown and ne t-ed esdes ribed, maybe considered th p imary ontrolling links; but in order to thoroughly b ac the wings in all parts of its length for the work which it is to perform, it is preferable to provide such llnks distributed along the length, and the links thus constitute two sets, an upper set,,17,

twosets of links with-their pivots on the car, would be with their'pivotson the wing in lines converging to the pivot, 5, and with such construction the connections of the links to the car and tothe wing might be unaccommodating hinges, that, is, joints adapted to fold only in one planelike a door hinge; but in view of the necessityfor providlng Vertical adjustment 'of the wing at the forward end in order to enable it to reach difi'erent h-vels on the road bed, to perform its work under the varying conditions required to be met, it is necessary to locate the two lines at which the two sets of links are ivoted on the car and on the wing, so that 1f extended they could not meet unless con siderably forward of the pivot, 5, and the practical range of vertical adjustment of said pivot is not more than thc'distance between said two lines at the point where said For thebcst distribution of the bracing which the links I afford to thenving, the two pivotal lines at which the upper and lower set respectively are conccted, are preferably approximately parallel, both on the wing and on the side of the car. When the two pivotal lines are not ivot of the wing, but are made as above indicated with provision forraising and lowering the said forward pivot, it is necessary to construct the pivotal connections of the l nks, both to the car and to the wing in a manner which will accommodate a certain amount of fore and aft movement or lateral swinging of the links out of the planes in which any one of them would swing in 't he raising and lowering movement; of the wingif the others re absent. F or this purpose it is suiticient to construct the pivotal joints loosely, so that their main movements will be at right angles to the pivot pins-with sufficient freedom to allow lateral deflection required, and the amount of play required for accommod'ation is reduced tothe minimum by positioning the several pivots obliquely on the wing and on the car as shown.

In addition to the two sets of links whose pivots are in two lines as indicated on the,

car and on the wing, there may with advantage be provided an additional brace link, 21, toward the forward part of the wing, but back of the forward pivot. The pivots of such link on the wing and car respectively bein located intermediate the two lines at which the links, 17 and 18, are pivoted to the wing, its pivot on the car may be substantially .in line with-the pivots of the lower sets of links, 20, so that the link is approximately in a horizontal plane when the wing is swung down so the other links trend obliquely downward. It is then adapted to moderately brace the wing against inward pressure when it is operating at such lower position. The need for this additional brace link arises from the fact that the lateral accommodation which would be necessary at the pivotsof links having their pivots in line with those of the two sets of links, 17 and 18, increases rapidly as the position of Such links nears the forward ends of the wing when the two pivotal lines are not converged to the forward pivot and the provision of a single brace link at intermediate position, and approximately in a line ex tending from the forward to the rear pivot avoids this difliculty.

In order to vary the oblique angle at which the wing extends off from the car at operative position, the links, 17, 18 and 21, are made extensible, being for that purpose each formed of two pipe members, telescoping one within the other, the. outer'of the two members having a plurality of holes,

20, atany one of wh ch P may be inserted to engage a hole in the inner member. The holes, 20, on the sereral'links are spaced respectively, so that the proper relative extension of all the links will be made when the pins are engaged in the corscoped members, 23 and 24, the oute): mem

ber, 23, being pivoted at an'elev point on the car, preferably atthe up end of the post, 3, 3, the inner member, 24, being engaged for sliding through an eye or staple, 24, on the wing nea'r the outer end thereof at its lower side, andbaving near its outer end an annular groovefil24", back of a terminal head,.24, theoove being adaptedzto engage bv gravity 1n the lower side of Lheseye, 24". Th two menibers are connected together adjnstably as to their extensloltby a pin, 23, inserted in any one of a plurality of holes, 23.", in the member, 23, and engaging the inner member. The members, and 24, will be extended so as to position the groove,2'-1 for engaging the eye, 21?, when the wing is swung down to desired position for work, the latch being lengthened for holding the wing ata lower position and shortened for holding it at a higher prsition. For raising and lowering the wing, it is atfitached to a cable, 25-, extending over anelpvated guide pulley. 9.6, on the car, thence down around a lower-guide pulley, 27, amttlietice around a pulley. 28, on the stem of a. piston not shown, traveling in ylinder, 29, as may be readily understood without detail illustration, so that the retractionof the piston in the cylinder by any motive fluid-for which connection is provided by way'of the pipe, 31, will draw up the cable and liftjthe wing; In order that the latch may be disengaged automatically, that is, without special attention of the operator when the wing is to be lifted, the cable, 25, is looped under a guide eye, 32, on the upper edge of the wing between its fastening at 33, to the wing, and said guide, and atv the looped portion extends through an CW, 34", on the end of a rod,'34, which extends alon the upper edge of the wine and at itsouter end is connected to a lever, 35, pivoted on the wing, and having an abutment,35, extending under the latch bar, 24;, that itclifts the latch bar when the rod, 34L, ispu'lled inward by the. pull on the cable, :25, so thatthefirst etlect of such pull is to release the latch before he wing experiences the liftingzfaetion of the cable.

The wing above described, mounted and hung as describedlis adapted for gathering material inwardtowardthe, rails when the car runs i-n the Opposite direction from that assumed in the foregoingdescription. For filling in between the rails eithcr by means of material which has been gathered in toward the rail by the wing, 1, or which has been dumped outside the rails comparativcly near thereto, deflectors, 40, are provided under the ar, ivoted at tlie inncr end to a. support mounted on the car, and adapted to be adjusted for extending obliquely outward across the two rails respectively. and to a position to which their ends are far enough outside; thcrails to cooperate with the outside wing, l, totalge the material gathered by that wing and deflect-it inward across the rail, soethat it will be deposited inside the tracln- For affording, pivotal support for the inner ends of these deflectors, 40, a bracket, 41, is mounted upon the underside of the can projecting dowiiward toward the oad bed on whiclrpivotal rods. 41*; are

provided, and the deflectors, 40, are pivoted to said rods bv eves. 40, so positioned in the width-of the deflectors with'reference to the length of the pivot rods that the deflectors may be raised or lowered 0n the pivot rod, being stopped at the lowest position by the encounter of the eye with the hearing of the rod. For raising and lowering the deflectors and for securing them at adjusted position, a vertically reciprocating stem, 42, mounted in a vertical pivot hearing, 4 5, on the car, has a cross bar, 44, at its lower end, which extends across the upper ends of the two deflectors: and is connected to them. by a headed bolt, 4i, taking through a slot, ll", in said cross arm, 44, and into the upper edge or web of the deflector, a cable, 45, being connected at the other end of the stem and extending around suitable guide pulleys and attached to the stem, 4-6, of the piston, 47, playing in a cylinder, 48, the construction bcing such as will be understood from the description that the admission of compressed air or other motive fluid into the cylinder, above the piston causing the latter to be depressed forcibly. will operate to draw up n t e Cable for lifting the deflectors. For adjusting the. deflectors to vary the angle at which they extend obliquely acrossthe' rails and also the distance to which they extend outside the rails respectively. thctslot, 44", is formed in the arm, 44, as described, in a curve about thepivot of the Wing, and the bolt, 4 L", can be tightened to hold the wing at any position to which it may be adjusted within the range of the curved slot.

\Vhen it is desired to operate the device for gathering material from a pointbeyond the reach of the deflectors, 40, but within the reach of the wing, 1, the outer end of the deflector, 40, is preferably connected to the inner side of the wing, '1, and for that purpose, the deflector is provided at the upper corner of its outer end with 2. lug, 4-0, and upon the inner side of the wing there is hung a hook, 40", adapted to engage an eye in the lug for locking it at a position at which the outer end of'the deflector is lodged against a lip or flange, 40, which is provided upon the inner side of the wing, l. to aii'ord such lodgment. For conveniently disposing of the hook, 40", when not in use forthepurpose indicated, it is swung-back to position for engaging with a lug, 4-0, on the inside of the wing. When the deflector is to be employed merely for gathering inside the rails material which lies dircctly'outsidc, without the necessit of distributing the material lengthwise a ong the track, it is designed to be mounted at the lowermost position within the range of the curved slot, so that it engages the material less abruptly than when it is at the outernntst position. at which it may be latched, as described to'the wing, 1. then it is in the latter position, its more abrupt action upon the material engaged, adapts it for distributing material lengthwise of the track, as well as gathering it inward. When employed for thus gathering material inward for filling in between the rails, and for distributing such material along the track in order to fill in the same evenly though the material engaged may be unevenly distributed originally outside the rails, an excess of material will thus be gathered inward by the wing, 1, and deflector, 40, and such excess after it has been caifried across the area comprising the path of the deflector, 40, must in some mannerbe reconvyed outward across the rail to be deposited outside. For this purpose the two deflectors, 40, are pivoted asshown, spaced apart at their inner ends so as to leave a throat "d1" path between them through' which the excessof material may pass; and a short distance in front of this opening there is mounted a double or V-shaped deflector, 50, having its apex facing toward the opening between the deflectors, 40, and its diverging wings extending off outwardly in an opposite direction across the top of the rails. This deflector is pivotally mounted at its apex on the car 11 on a vertical pivot rod, 51, on which it is 1 a apted to be raised and lowered, the lugs,

", by which it engages the pivot rod, being spaced apart a less distance than the upper and lower supports of the pivot rod. For raising and lowering the deflector, there is connected to its stem, 52, a cable, 53, extending over guide pulleys, 42, and 55, and thence to the stem of the piston, 47.

The stems, 46 and 52, of the two deflect ing devices described, have each a lurality of apertures, 57, and the bearings eevcs of these stems are apertured so that a pin, 58, being inserted through the apertured bearing, and any one of the holes, 57, will secure the device at any position to which it may have been lifted. And when either device has been lifted to the highest point at which it isout of service, the lower edges 7 being above the material which has been placed in its path, the other device may be raised and lowered freely independently of the one which is thus secured out of-service; "devices may be raised to their position at the same time or both lowered tothesame position, so as to be "both in service or both out of service or either one in service, and the other out of service, as the case may require.

For gathering the material thus inward across the. rails to the space between the track, the deflectors, 40, preferably at their portion which extends outside the rails, should extend down as near to the ties as possible without incurring danger of collision with them, so as to leave the rails projecting clearly above the ballast or filling material; but at their portion which extends inward from the rail, the purpose being to fill in material in sufficient quantlt to be tamped between and under the ties, the

quired to be lower than the top of the rails,

and usually somewhat higher. But the device is adapted for clearing the space between the rails when desired, by the dpro; vision of a plate, 60, mounted on the si e of the deflector, 40, at the portion which overhangs the road bed between the rails, such plate being adapted to be adjusted downward so as to project inside the rails to as low a point as may be desired to clear the space above the ties. For securing this plate either in service or out of service, it is provided with slots, 60, for fastening bolts, 60", the slots having a vertical extent sufficient for the vertical adjustment of the plate from a position in service to a position out of service, and having ofi'sets, 60, at the upper and lower ends of such vertical extent in which the bolt stands when it is tightened for holding the plate in position. This construction prevents any danger of the plate slipping from the position to which it is adjusted.

For shaping the side of the road bed when it consists of an embankment, there may be mounted upon the side of the wing, 1, a shaper, 70, extending down past the lower edge of such wing, at the angle at which it is desired to slope the side of the embankment, and this device will serve for finishing the embankment evenly or for evening up an old embankment which may have become eroded by water or for shaping ofl? both the top and sides of such embankment. The simplest form in which such device may be employed, is that in which it is shown in dotted line in Fig. 13, secured by bolts across the outer end of the main portion, 1. It will frequently happen however that an embankment requires fin.

but on the surface which is horizontal or slightly sloped away from the ties, and that for such purpose, material will have to be distributed along the side of the track for filling in erosions and supplying other Waste, and that such material not beingdistributed exactly as required, must be redistributed lengthwise of the track in the operation of shaping the bed and depositing the material to fill up irregularities. Now, the angle at which the wing, 1, will be arranged to extend for its ordinary service, is not the most desirable or effective angle for thus distributing material, beingnot sufli that shown in full lines in Fig. 13, inwhich a. supplemental spreading and distributing wing, 81, is hinged to the outer side of the wing, 1, and adjustable as to the angle thereon, by means of a controlling link, 82, pivoted to the free end of the wing, 81. and provided with a plurality of points of connection on the side of the wing; 1, so that i it can be swung flat alongside the wing as shown in dotted line in Fig. 14,01" swung out to the most desirable position for the service desired, as shown in full lines. This wing serves to shape the top of the embankment at the proper 'slope,-or horizontal if the lower edge of the wing is so formed. and for shaping the side of the bank, the shaper, '(O, is bolted across the end of the -wing,81, in the same manner as it might be bolted across the end of the wing, 1, as; first above described. \Vhen the situation is such as to make it practicable to use the; shaper attached directly to the wing, 1, itl'nay be connected only pivotally thereto, and at a single point, its rigidity in operative position being secured by eX- tending hp past the wing, 1, and securing its upper. end on the'framework of the car. Such a construction is shown in Fig. 15, in which the shaper, ,is thus attached at a. single ppint at 70", to the wing, 1, and extends upto a. supporting guidebolt, 70, 0n anupright portion of the frame work, and is provided with a long slot, 70, which receives said support and guide bolt, 70, so that the shaper,70 runs on the latter, in the swinging movement of the wing, 1.

prefer however, instead of providing the bank-shaping devices for attachment to deflecting wing, 1, to mount upon the-rear end of the same car with'such deflecting wing, and its appurtenances, a complete bank-shaping apparatus which may be used cooperatively with the deflecting apparatus already .zdescribed, on the forward portion of the ear. These independent bank-shap; ing devices willnow be described.

A main spreading wing, A, is pivoted at its forward end in a similar manner to the main wing, 1, above described, and is con nected for cooperation with the heel spreader, B, which is also mounted similarly to the heel spreader, 2, above described, a bank-shaper, C, being secured to the outer end of the main wing, A, in a manner similar to the mounting of the shaper, 70, on the wing, 81, above described, the position and path of swinging movement of the entire device being controlled by links conneeting thelwing, A, with the side of the car in a manner quite similar to the connection and co-ntrot 'qt the wing, 1, by the links, 17, and 18, abode described. The entire dcvice-comprising said parts, A, B, and C, is

mounted toward the rear end of the car,

that is rearward of the scope of action m the wing, 1, when that wing is operating as 'a spreader,,that is when the car is moving with the pivoted end of that wing forward. The following is a detail description of these rear bank-shaping devices.

The pivot, D, of the wing, A, (see Fig. 24) is similar in all respects to the pivot, 5, of the wing, 1, and it is secured in the sliding bloelnE, the same manner as said pivot, 5, is seemed inthe post member, 1. T he block is n-i'punted for sliding up and down in a short hollow post com posed. of two facing channel l ar members, F, F, similar in construction to the hollow post, 3, the

block E, havingm plurality of holes, E for receiving :1 pi, which may be inserted through the we of one of the members F of the hollow 7st, for securing the block at varying pos tions. within the desired range of vertiq, d, adjustment. The heel member, B, is hLftaged for swinging horizontally upon a veveical'pivot rod, G, which is conveniently m nted upon the rearmost of the hangers, 19 said hanger having lugs, 19% at the top ind bottom for holding the pivot rod, G, anti the heel member, B, having its pivot lugs,- B, nearer together than the lugs. 19 at an amount suflicient to perinit the desired range of vertical adjustment. of the heel member. The main wing, A, and the heel member. B, are connected for trans mission both of the swinging movement and of theup and down movementby a link, B

the in and out swii'iging movement of the 1' wing is coi'nniunicated to the heel. For controlling the swiwing movement of the wing, A, it is connected with the car body by links H, pi voted tothe wing at different points in the width and to the car body at difi'erent points in the height. For bracing the; wing most effectively at,its lowest operativeposition. there is provided an additionalj brace link, H pivoted on the car preferablyflower than either of the. links, H, and pivoted to the wing near the middle of its width, so that at the lowest position of the wing it stands more nearly the middle of the. win" than the links, H, For further bracing the rear end of the wing, it may be provided with a link, H near the middle of the wing and at a higher point on the car than the links, ll. All the links H. H and H, are extensible, comprising two telescoping members, the outer of which has a plurality of holes, 11", for receiving a pin H, which enwarms the interior, member of the link. 

